US20090104493A1 - Energy supply system of an aircraft - Google Patents

Energy supply system of an aircraft Download PDF

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Publication number
US20090104493A1
US20090104493A1 US12/009,010 US901008A US2009104493A1 US 20090104493 A1 US20090104493 A1 US 20090104493A1 US 901008 A US901008 A US 901008A US 2009104493 A1 US2009104493 A1 US 2009104493A1
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US
United States
Prior art keywords
energy
supply system
energy supply
accordance
aircraft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US12/009,010
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English (en)
Inventor
Dirk Metzler
Matthias Ludwig
Ralf Cremer
Jacques Herzog
Georg Ried
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Liebherr Aerospace Lindenberg GmbH
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Liebherr Aerospace Lindenberg GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Liebherr Aerospace Lindenberg GmbH filed Critical Liebherr Aerospace Lindenberg GmbH
Assigned to LIEBHERR-AEROSPACE LINDENBERG GMBH reassignment LIEBHERR-AEROSPACE LINDENBERG GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: CREMER, RALF, HERZOG, JACQUES, LUDWIG, MATTHIAS, METZLER, DIRK, RIED, GEORG
Publication of US20090104493A1 publication Critical patent/US20090104493A1/en
Priority to US13/334,531 priority Critical patent/US20120161512A1/en
Abandoned legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M8/00—Fuel cells; Manufacture thereof
    • H01M8/04—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids
    • H01M8/04223—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells
    • H01M8/04225—Auxiliary arrangements, e.g. for control of pressure or for circulation of fluids during start-up or shut-down; Depolarisation or activation, e.g. purging; Means for short-circuiting defective fuel cells during start-up
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D41/00—Power installations for auxiliary purposes
    • B64D2041/005—Fuel cells
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M2250/00—Fuel cells for particular applications; Specific features of fuel cell system
    • H01M2250/20—Fuel cells in motive systems, e.g. vehicle, ship, plane
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/30—Hydrogen technology
    • Y02E60/50—Fuel cells
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the present invention relates to an energy supply system of an aircraft comprising a fuel cell as well as comprising one or more consumers which are or can be connected to the fuel cell such that they are supplied with energy directly or indirectly from the fuel cell in emergency operation.
  • an energy supply system having the features of claim 1 .
  • An essential feature of the present invention thus consists of the arrangement of an active energy store, by which an energy store is to be understood which is charged in the normal operation of the aircraft, i.e. is immediately available in case of need. It is possible in accordance with the invention in this manner to ensure an interruption-free power supply in emergency operation.
  • the active energy store makes energy available for at least so long until the fuel cell has concluded its start phase and is thus likewise available for energy supply.
  • the energy supply system of the present invention can thus supply the power outputs with “essential power”, that is the power supply for the components required in emergency operation such as onboard electronics, as well as “primary flight control power”, that is the hydraulic supply in emergency operation, also during the start phase of the fuel cell.
  • essential power that is the power supply for the components required in emergency operation such as onboard electronics
  • primary flight control power that is the hydraulic supply in emergency operation
  • the term “consumer” is to be given a wide interpretation and can include any component which requires an energy supply.
  • One or more electric motors for the drive of a pump for the hydraulic supply or also components of the onboard electronics which have to be supplied with power in emergency operation can be examples.
  • the energy store can be connected to the normal energy supply such that it is charged by the normal energy supply and/or such that the energy store feeds energy into the normal energy supply as required.
  • a unidirectional energy flow from or to the energy store or a bidirectional connection between the energy store and the emergency power network can also be present here.
  • the energy store can thus also serve the network damping of the emergency power network.
  • a converter preferably a bidirectional converter, to be connected before the energy store, said converter preferably being connected to the normal energy supply of the aircraft and being charged via the energy store in normal operation of the aircraft.
  • the active energy store is preferably precharged by the energy supply of the aircraft via the converter in normal operation of the aircraft, preferably before the start or during the flight mission.
  • the converter can, for example, be made as a DC/DC converter.
  • the demands of the interruption-free energy supply of the aircraft and the switching behavior of the fuel cell can be decoupled by the use of an active energy store in accordance with the invention.
  • the high start time demand of a fuel cell ( ⁇ 1 second to nominal power) is considerably relaxed, which has a positive influence on the system design.
  • a further advantage of the invention consists of a continuous function test of the individual components largely being possible.
  • the remaining components can be monitored by a suitable function test (BITE) without limiting the function of the emergency supply.
  • BITE suitable function test
  • This measure is of importance to enable the required computational reliability and to eliminate sleep times in the error calculation.
  • Such an active monitoring is of advantage to achieve the reliability demands.
  • the energy supply system includes a bidirectional converter which is designed such that it enables an energy flow from the energy store or from another energy source to the normal energy supply of the aircraft. It is possible by the use of such a bidirectional converter to support the “normal supply”, that is the normal onboard energy supply of the aircraft by the energy store, or any other energy present in the emergency supply (e.g. flywheel masses). This can have further advantages at the aircraft level such as the saving of inverters or batteries.
  • a converter preferably a bidirectional converter, can furthermore be provided which is designed such that it enables an energy flow from the energy store or from any other energy source to the emergency power supply of the aircraft and/or from the emergency power supply of the aircraft to the energy store or to any other energy source.
  • the energy store is a supercapacitor.
  • the energy supply system includes a multiconverter containing power electric components of the elements of the energy supply system.
  • the multiconverter can, for example, include all power electronic components of the architecture considered here for the emergency supply of the aircraft (DC/DC converter, step-up or step-down (optionally bidirectional)), energy store (supercapacitor), inverter for emergency power, etc. which can all be arranged together in a housing.
  • the modules can also be provided as integrated or decentralized units.
  • the fuel cell can be connected to the named multiconverter in a galvanic, electronic or magnetic manner.
  • At least one electric motor pump for the hydraulic supply is provided whose drive unit comprises at least two electric motors which are or can be connected to different energy sources.
  • the drive unit of the pump consists of two independent electric motors which are supplied by different energy sources and drive a common hydraulic pump.
  • the coupling of the two drive systems can take place, for example, via a common motor shaft or via a differential transmission.
  • a decoupling of the two drive strands to the largest extent is thus ensured, whereby the security risk of a direct electric coupling of both power supplies is eliminated.
  • At least one of the electric motors is arranged such that it is supplied with energy from the normal onboard energy supply of the aircraft in the normal operation of the aircraft. It is furthermore conceivable that at least one of the electric motors is arranged such that it is actively supplied with energy from the fuel cell or from the active energy store in an emergency operation of the aircraft. If different types of motor (for example an AC motor which is fed directly by the aircraft network and a motor fed by an inverter and supplied with energy via the fuel cell or via the energy store) are used for the at least two electric motors, the EMP design is dissimilar, which has advantages for the error consideration.
  • a control device which controls the energy store such that it feeds in energy or supplies it to the consumers for at least so long until the fuel cell is available for the energy supply.
  • the energy store thus takes over the energy supply for at least so long as the fuel cell is still in its start phase.
  • a cooling system is further provided for the cooling of components of the aircraft or of the energy supply system. Provision is made in this connection that the fuel cell is or can be connected to this cooling system for the purpose of setting a suitable operating temperature of the fuel cell.
  • liquid cooling system for the cooling of e.g. electronic components, which are not used in emergency operation since they are not critical for a safe landing, to be used to cool the fuel cell.
  • the heat exchanger can, for example, be a jointly used skin heat exchanger or also a jointly used heat exchanger integrated into a ram air duct.
  • An advantage of the cooling system in accordance with the invention consists in the fact that the start time of the fuel cell can be reduced. Due to the liquid heated by the components (such as components of the electronics) to be cooled, the fuel cell stack is maintained at a specific temperature in the normal operation of the aircraft, which is advantageous for the start time of the system since the temperature of the fuel cell is decisive for its start time. This is made possible, for example in that a not fully closed valve or a not fully tightly closing valve is provided by means of which the fuel cell can be maintained at a specific temperature level via a suitable cooling medium.
  • a further advantage of the system consists of increased reliability. Since the pump, which can possibly be designed as redundant and parallel, and the heat exchangers are operated in normal operation of the aircraft, the uncertainty of the dormancies for the shared components, that is for the jointly used components, is not relevant.
  • a further advantage consists of the lower weight since numerous components, as stated, can be used both for the cooling of the other components and for that of the fuel cell stack and can thus operate two systems.
  • FIG. 1 a schematic representation of the fuel cell based emergency power system in accordance with the invention
  • FIG. 2 a further schematic representation of the fuel cell based emergency power system in accordance with the invention
  • FIG. 3 a schematic representation of the cooling system of the energy supply system in accordance with the invention.
  • FIG. 4 a schematic representation of the energy supply system in accordance with the invention with a hybrid EMP.
  • FIG. 1 shows, by the reference numeral 10 , a fuel cell system which has a fuel cell, on the one hand, and an active energy store 20 , on the other hand.
  • the gas supply shown in FIG. 1 serves the operation of the fuel cell.
  • the power supply system shown serves to charge the energy store 20 and/or to maintain it in the charged condition before and during a flight via the normal onboard network supply (“power supply system”).
  • the energy store 20 can also be used to feed energy into the power supply system or to cope with an increased energy requirement.
  • the connection is thus bidirectional.
  • the energy store 20 thus serves as a buffer of the onboard power supply system.
  • An external heat exchanger is marked by the reference numeral 30 which can be designed, for example, as a ram air duct heat exchanger or also as a skin heat exchanger and which serves inter alia for the temperature control of the fuel cells.
  • an interruption-free power supply is ensured in that the energy store 20 takes over the power supply and indeed for at least as long until the fuel cell works after its start phase in an operating state in which it can ensure the required energy supply.
  • connection between the energy store 20 and the emergency power supply system is likewise bidirectional.
  • the energy store 20 can also be used for network damping for the emergency power supply system.
  • a control unit or a switching unit can be used which, as required, connects the fuel cell to the consumers to be supplied or ensures their energy supply through the energy store and the fuel cell.
  • the control unit or the switching unit are preferably designed such that an interruption-free energy supply is ensured.
  • a redundant motor drive can furthermore be seen from FIG. 1 with the reference numeral 40 which consists of two electric motors which are seated on a common shaft or which drive the pump 50 via a differential transmission. As can be seen from FIG. 1 , one of the electric motors is fed via emergency power which is made available by the energy store 20 or the fuel cell and another motor via the onboard power supply system in use in normal operation of the aircraft.
  • the double arrows in FIG. 1 characterize the bidirectional connection of the energy store 20 to the respective power supply system.
  • FIG. 2 shows, in a detailed representation, the fuel cell based emergency power system for aircraft in accordance with the present invention.
  • the fuel cell 10 is supplied with hydrogen and oxygen and supplies DC current as required.
  • An energy store is shown by the reference numeral 20 which is designed as a supercapacitor and which is charged via a converter 60 , 70 before a flight mission via the normal power supply of the aircraft.
  • the converter 60 , 70 is bidirectional so that the energy made available by the energy store 20 can also be fed into the normal power supply system, for instance to support the power supply system on a particular high power requirement.
  • the energy store 20 in this case represents a buffer for the normal onboard power supply system of the aircraft.
  • a converter designed as a DC/DC converter, for example, is marked by the reference numeral 70 and converts the DC current made available by the fuel cell 10 in a suitable manner.
  • the reference numeral 80 characterizes a multiconverter in which the power electronic components of the elements shown of the energy supply system are combined.
  • the inverter 90 is likewise designed bidirectionally and serves the making available of the desired current/voltage characteristic for the emergency power supply (“emergency power/essential bus”) of consumers such as for the supply of instruments in emergency operation, and the inverter 100 serves the making available of a suitable current/voltage supply for a further consumer which, in accordance with FIG. 2 is formed by the motor 110 of an electronic motor pump (EMP) 120 .
  • EMP electronic motor pump
  • the energy store can also be used via the converter 90 for network damping for the emergency power supply system.
  • the inverter 90 , 100 is preferably an inverter with step-up.
  • a heat exchanger is shown by the reference numeral 130 and a pump of a coolant circuit is shown by the reference numeral 140 .
  • the energy store 20 is charged by the normal onboard energy supply of the aircraft via the bidirectional converter 60 so that the energy store 20 is already in the charged state, that is the active state, at the start of the flight mission.
  • an interruption-free power supply is made available in that the active energy store 20 provides power to the power outputs “emergency power/essential bus” shown here and to the further consumers (“primary flight control power”) until the fuel cell 10 is in its operating state after the end of the start process. As soon as the fuel cell has concluded its start phase, it takes over the further emergency power supply.
  • the emergency energy supply of the outputs emergency power/essential bus or of the further consumers such as an electric motor takes place via the inverters 90 , 100 which make available the desired voltage/current characteristics as required.
  • FIG. 2 A cooling system is shown in FIG. 2 which serves the cooling of the electronic components of the system shown.
  • the preferably liquid coolant is heated due to the cooling of the electronic components and then flows through the fuel cell stack 10 , whereby the latter can be maintained at a suitable temperature.
  • a skin heat exchanger or also a heat exchanger integrated into a ram air duct can, for example, be considered as the heat exchanger 130 of the cooling system.
  • FIG. 3 shows such an arrangement of a cooling system, with different components to be cooled such as electronic components or also other components of the aircraft or of the energy supply system being shown by the reference numeral 200 .
  • Two pumps arranged in parallel and serving the pumping of the cooling medium are shown by the reference numeral 140 .
  • Reference numeral 130 characterizes the heat exchanger which serves the cooling of the liquid cooling medium. It can—as stated—e.g. be a skin heat exchanger or a heat exchanger integrated into a ram air duct.
  • the fuel cell does not have its own cooling system, but is connected to the named cooling system of the components 200 .
  • a not fully tightly closing valve 210 that the cooling liquid heated by the cooling of the components 200 is utilized to maintain the fuel cell stack 10 at a specific temperature.
  • the valve 210 shown in FIG. 3 serves this purpose.
  • the valve 220 serves to control the portion of the coolant flow which should be cooled in the heat exchanger 130 .
  • FIG. 4 finally shows an architectural variant of the energy supply system in accordance with the invention with a hybrid EMP.
  • the drive unit of the pump 120 consists of two electric motors 111 , 112 of which one ( 111 ) is supplied with energy via an inverter 100 by the energy store 20 or the fuel cell 10 in emergency operation and wherein the other of the motors 112 is supply via the onboard energy supply of the aircraft.
  • An advantage of this arrangement consists of the fact that the two drive trains are largely decoupled and that, for example, different motor types can be used so that the motor design is dissimilar, which brings along advantages for the error consideration.
  • An interruption-free power supply of the power outputs of the system can be realized by means of the energy supply system in accordance with the invention and higher order synergies can thus be achieved at aircraft level (weight savings due to reduction of or dispensing with the batteries).
  • the energy store in accordance with the invention is operated as an active element.
  • the power electronics can be operated actively in a BITE mode.
  • This can—as stated—preferably be realized in that a converter, designed as a DC/DC converter, for example, is operated and the required energy is stored in a supercapacitor.
  • the output side power modules are monitored at the end of the flight mission on the discharging of the supercapacitor.
  • a preferably additional bidirectional converter designed as a DC/DC converter, for example, further increases the function of the system also to buffer the normal power supply apparatus with energy via the active energy store or supercapacitor. Further synergy effects can hereby be achieved at aircraft level.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Manufacturing & Machinery (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
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US12/009,010 2007-01-16 2008-01-16 Energy supply system of an aircraft Abandoned US20090104493A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US13/334,531 US20120161512A1 (en) 2007-01-16 2011-12-22 Method for supplying energy to an aircraft

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102007002283 2007-01-16
DE102007002283.4 2007-01-16
DE102007017820A DE102007017820A1 (de) 2007-01-16 2007-04-16 Energieversorgungssystem eines Luftfahrzeuges
DE102007017820.6 2007-04-16

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US13/334,531 Abandoned US20120161512A1 (en) 2007-01-16 2011-12-22 Method for supplying energy to an aircraft

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EP2145824A2 (fr) 2010-01-20
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US20120161512A1 (en) 2012-06-28
EP2145824B1 (fr) 2013-05-22
EP2145824A3 (fr) 2010-09-01

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